Die for forging shifting-rails



(No Model.) 2 SheetsSheet 1. J. M. DAVIDSON. DIE FOR FORGING SHIFTINGRAILS.

' O. 358,966. Patented Maps, 1887.

(No Model.) 7 I 2 Sheets- Sheet 2.

J. M. DAVIDSON.

DIE FOR FORGING SHIFTING RAILS. No. 358,966. Patented Mar. 8, 1887.

NITNEEIEES- I'NVENTEIR' one-half of a shifting-rail.

UNITED STATES PATENT OFFICE.

JOHN M. DAVIDSON, OF COLUMBUS, OHIO.

DIE FOR FORGlNG SHIFTING-RAlLS.

SPECIFICATION forming part of Letters Patent No. 358,966, dated March 8,1887.

Application filed December 29, 1886. Serial No.222,8fi9.

To all whom it may concern.-

Be it known that I, J OHN M. DAVIDSON, a citizen of the United States,residing at C0- lumbus, in the county of Franklin and State of Ohio,have invented an Improved Set of Dies for Forging Shifting'Rails, ofwhich the following is a specification.

My invention relates to the improvement of dies. for forgingshifting-rails for vehicle-seats; and the objects of my invention are,first, to provide dies by means of which the parts forming a,shifting-rail may be produced in a simple and effective manner at alowcost of manufacture; second, to so construct and form said dies as toattain both accuracy and speed in the formation of the parts, and toproduce said parts in such form as to admit of their being joined toform the shifting-rail with but few welds. These objects I accomplish inthe manner illustrated in the accompanying drawings, which, forconvenience, are shown in perspective, and in which- Figure 1 is aperspective view of the upper and lower die-section used in theformation of the top-prop and rail-corner section. Fig. 2 represents thefinishing-die sections for said prop and corner-piece. Fig. 3 is a viewof the die-sections used in the formation of the end bend or goose-neckof the end section of the side rail. Fig. 4 is a view of the diesectionused for the first formation of the lugs of said end section. Fig. 5represents the tinishing-dies for said end section of the rail. Fig. 6is a View of the die-sections by means of which the intermediate orcentral sections are formed. Fig. 7 is a view of the finishing-die ofsaid central section. Fig. 8 is a view of Fig. 9 is an elevation of thecorner-section and top-prop of the rail. Fig. 10 is an elevation of theend sec tion of the side rail, and Fig. 11 is an elevation of thecentral section of the rail-shown, for convenience, inverted.

Similar letters refer to similar parts throughout the several views.

The general form of each of the die sections herein mentioned isrectangular.

A represents the upper die-section, and B the lower die-section, used inthe formation of the top-prop and corner-section of the shifting-rail.The lower section or base, B, has

formed on its rear portion a short elevated (No model.)

plane, 1). Between said elevation Z) and the lower central and rearportion, I), is formed a transverse depression, I)". The upper section,A, has a depression, a, formed on the under surface of its rear portion,and has its central portion, a, projecting downwardly, saiddownward-projecting portion being of a length corresponding with thelength of the central portion, b, of the lower section.

A bar of metal having been placed horizontally on the upper surface ofthe lower section, B, the latter being held on a suitable base in theusual manner, the upper section, A,held by a ram in any well-knownmanner, is made to descend with great force on said metal bar. Thesections A and B are so set as to cause the portions to and a of thesection A to strike,respectively, above the parts I) and b of section B.As will be seen, this operation will tend to force a portion of themetalinto the depression I), to form in rough the side-rail extension 0of the prop 0. At the same time the corner section and its back-railextension 0 is formed between the portions a and Z1 of the dies. Thelug-forming depression I) being open at its sides, it will be seen thatafter one or more strokes of the ram, as above described, the

metal bar may be turned at right angles with its former position, andthe ram again allowed to descend to force the-flattened metal of theprop into shape. This operation may be repeated until the prop O and itsextensions are sufficientl y shaped to admit of its being placed in thefinishing-die. (Shown in Fig. 2 of the drawings.) This finishing-dieconsists of an upper die-section, D, and a lower die-section, E, havingon the under surface of the former and the upper surface of the latter adepression, e, of the exact shape of one-half the said corner-section.Said prop and cornersection of the rail having been well shaped betweenthe two die-sections A and B, and having been placed in the depression eof the finishing-die section B, it will be found that when thediesection D is brought in contact with the section E, in the usualmanner, the said section of rail has assumed the desired shape, and thatbut a small fin is formed about the-outer edges of the depressions e.

F and G represent, respectively, upper and lower die-sections used inthe formation of the end section, I, of the rail and its bent outer H,is preferably made smooth,

end or goose-neck, z. The lower diesection, G, is provided with anoffset or depression, g, on its upper surface, beginning at its rear endand extendinga short distance forwardly. The upper die-section, F, hasformed on the rear portion of its lower surface a short projection, f,corresponding in depth with the depression 9, but being preferablyshorter. A bar of metal having been placed on the upper surface of-thediesection G, it will be seen that the stroke of the section F thereon,in the manner described for the die A, will cause the metal bar to bebent at its end to form in rough the lug or goose-neck i. Therail-section I is then transferred to the upper surface of a lowerdiesection, K, having formed thereon two transverse lug-depressions, kand 7a, the depression 7c being located near the rear end of the die,and being of a depth somewhat greater than the depression 7;, which ispreferably located near the front end of said die-section.

The under surface of the upper die-section, The section I of the rail isplaced on the upper side of the die-section K, so that the bent portioni will enter the depression The descent of the upper die-section, H,will operate to force sufficient metal into the depression k to form inrough a lug, e", on the rail. As described for the section 0, therail-section I may be turned alternately from this position to one atright angles therewith until it is shaped sufficiently to admit of itsbeing placed in its finishingdie, the latter consisting of an upper andlower die-section, M and L, each of which is provided with animpression, w, of one-half of the rail-section I, and of the exact shapedesired to be formed.

N represents the lower die -section, and P the upper die-section, usedin the formation of the central section, It, of both the side and backof the shifting rail. The lower section, N, has formed on the rearportion of its upper surface a short upward projection, n, and near thefront end a transverse lug-depression, n. The upper .diesection, P, hasformed on its under side near its rear end, at a point slightly in frontof the front line of the elevation n of the die N, a transverse lug-de'iression, n". A metal bar having been placed on the lower dieseetion,N, and the upper die-section made to descend thereon, as prescribed forthe remaining rail-sections, sufi'icient metal is forced into thedepressions n and n to form in rough lugs r 0*. After being sufficientlyshaped, the section of rail is placed in the half-impression 8, formedon the lower finishing-die section, S, on which is adapted to strike theupper finishing-die section, T, having a similar impression, 8.

By the use of the above-described set of dies it will be seen that itbecomes necessary to forge but three distinctsections of rail to formthe same, said sections being forged of sufficient length to make up thedesired length. The side rail is formed by welding together the rear endof the section B and the side-rail extension 0 of the prop andcorner-section at about the point shown in dotted line was of Fig. 8,and by welding together the remaining end of the section B and the rearend of the end section I at about the point shown in dotted line z z ofFig. 8. By forming the side rail in this manner it will be seen that buttwo welds are made, thus forming a strong and durable side rail with buta small amount of labor. The central section of rail I, formed as abovedescribed, may also be utilized in the formation of the back rail bywelding its rear end to the end of the back-rail extension 0 of thecorner at a point shown by line 3 y of Fig. 8 of the drawings.

By the use of my improved die it will be seen that the sections of railherein described may be formed of the desired length to complete, whenwelded together, a rail of standard length, and in case it is desired toform a rail somewhat shorter than said standard length the ends of therailseetions may be out accordingly before welding. I

The depressions formed in my improved dies being open at their sides, itwill be seen that by turning the rail-bar so that the force of the diewill fall alternately on one side and another of the same that thespreading stock is forced forward into the body of the railsection, thuspreventing the waste caused by itsspreading sidewise,which,asis wellknown, results in the formation of a large fin on either side of therail-section.

I am aware that patents have been granted on dies for forging a completeshifting-rail, but believe the above-described dies,whereby three weldsare necessarily made in the formation of the complete half-rail,to bethe most practicable.

Having now fully described my invention, whatI claim, and desire tosecure by Letters Patent, is

1. In dies for forming the prop and cornersection of a shifting-rail,the combination of the upper die-section, A, having the depression atand downward projection a, with the lower die-section, B,having theelevated plane b and transverse depression 6 said die-sections to beused in connection with the finishing-die sections 1) E, havingdepressions 6, formed substantially as described.

2. In dies for forming the end sections of shifting-rails, thecombination of the upper die-section, F, having projection f, the lowerdie-section, G, having depression 9, with the upper die-section, H,having its under side smooth, and the lower dl6-S6Ci3l0l1,K, havingtransverse depressions la k,the same to be used in connection with thefinishing-die section M and L, having depressions 20, substantially asand for the purpose specified.

3. In dies for forming the central section of a shifting-rail, thecombination of the upper die-section, I having the transverselug-depression. a", with the lower die-section, N, having the upwardprojection, 72, and depression K, and finishing-die sections ML,die-sections at, said die-sections to be used in connection P N, andfinishing-die section T S, all formed [0 with the finishing-die sectionsS and T,having substantially as and for the purpose specified.depressions s, substantially as and for the pur- T T 5 pose specified.JOHL M. DA IDSON.

4. A set of dies for forging shifting-rails, \Vitnesses: consisting ofthe die-sections A B and finish- O. E. SCOTT, ing-die sections D and E,die-sections F G H T. DAVIDSON.

l l l l ll P"

